Occupant restraint system and kit with compartmentalization

ABSTRACT

A compartmentalized occupant restraint system and kit for restraining an occupant in a seating arrangement comprising a vehicle seat with a seat frame, a seat bottom, and a seat back. The occupant restraint system and kit has a lower anchoring assembly for being attached adjacent to the lower edge of the seat back, an upper anchoring assembly for being attached adjacent to the upper edge of the seat back, a first elongate, flexible member extendably and retractably retained on the lower anchoring assembly, a mechanism for coupling a portion of the first elongate, flexible member to the upper anchoring assembly such that the body portion of the first elongate, flexible member traverses the seat back, a first buckle element coupled to the body portion of the lower elongate flexible member, a first corresponding buckle element for buckling to the first buckle element and for being coupled to the vehicle seat whereby, when the lower anchoring assembly, the upper anchoring assembly, and the second buckle element are coupled to the vehicle seat, an occupant can be restrained by the first elongate flexible member at three restraining points. A rigid spine can be disposed with a first end retained adjacent to a rigid lower member of the seat back frame and a second end fixed relative to a rigid upper member of the seat back frame.

FIELD OF THE INVENTION

The present invention relates generally to occupant restraint system and kits for motor vehicles. More particularly, the present patent discloses and protects a kit for fitting a vehicular seat with an occupant restraint system and kit demonstrating compartmentalization.

BACKGROUND OF THE INVENTION

For many years, automobiles have been provided with occupant restraint devices for protecting passengers from injury due to sudden changes in vehicular velocity as would result from an impact or sudden braking. Over time, lap belts have been supplanted by three-point occupant restraint systems intended to provide improved injury protection. Even greater safety has been achieved by the provision of air bags that explode into a protective position in the event of an automobile collision.

Most notably, however, large transportation vehicles have historically been left completely without occupant restraint mechanisms. For example, seat belts traditionally have been foregone in school buses because the safety mechanisms were considered unduly expensive and unnecessary in light of the general infrequency of accidents and the typically minor injuries resulting therefrom. Also, later model buses provide alternative safety mechanisms designed to absorb passenger impact in the event of an accident or the like.

Termed compartmentalization, this method contemplates having the school bus occupant thrown into the seat forward of the occupant's seat. Each of the seats on such school buses are designed to absorb and dissipate the kinetic energy of the thrown rider. To do so, compartmentalization-type seats are padded sufficiently to absorb energy from the thrown occupant's head, torso, and knees such that energy is distributed over these three typical impact points. Furthermore, the seats are manufactured to particular dimensional specifications and are set at particular distances. Fortunately, compartmentalization has been found to improve overall occupant safety thereby leading to a reduction in serious injuries.

Unfortunately, compartmentalized buses continue to leave their completely unrestrained occupants vulnerable in a number of ways. For example, in a side impact, occupants often are hurled into bus windows or walls or into the edge of an adjacent seat. Most tragically, unrestrained occupants have been ejected from within buses only to find themselves thrown into the path of oncoming traffic, placed at risk of having the vehicle in which they had been riding roll over and crush them, or placed in similar life threatening situations. Further still, impacts while an individual is in a bent-over position can lead to a headfirst impact with a seat back, which could result in spinal and head injuries.

Advantageously, occupant restraint systems in the form of two-point restraints, or lap belts, have been provided. Such arrangements serve to prevent an occupant from being ejected from the bus seat by securing the occupants lower body to the seat bottom. Disadvantageously, lap belts fail to restrain the occupants upper torso and head. As a result, these body parts can experience a violent, whipping movement in an impact situation. This movement can lead to head, neck, and spine injuries as the occupant may be simply thrashed about or snapped into the forward bus seat or the wall of the bus.

In light of the above, it becomes clear that providing an effective occupant restraint system that restrains both the upper and lower portions of an occupant's torso against both forward and lateral movement would greatly increase the safety of school bus occupants. Particularly in light of the many buses that are in service today, it is still more clear that there is a particular need for a truly effective occupant restraint system and kit that can be operably associated with an existing seat, such as a school bus seat, in a time and cost-effective manner. Even further, one knowledgeable in the art will be aware that there is a need for such an occupant restraint system and kit that resists tampering and inadvertent disablement.

SUMMARY OF THE INVENTION

Advantageously, the present invention sets about with the broadly-stated goal of providing an occupant restraint system and kit for use relative to vehicular seats that meets each of the needs left by the prior art while providing a number of heretofore unrealized advantages

Stated more particularly, a principal object of the present invention is to provide an occupant restraint system and kit that allow a seat of, for example, a school bus, train, or airplane to be retrofitted or provided originally with an occupant restraint system and kit that greatly increases the safety of vehicular occupants.

A related object of the invention is to provide an occupant restraint system and kit that not only can provide restraint for an occupant against leaving the vehicle seat as a result of an impact but that also restrains the occupant's upper torso against undesirable movement during an impact thereby preventing injury to an occupant's head, torso, knees, and body in general.

Yet another object of the invention is to provide such an occupant restraint system and kit that resist tampering and inadvertent disablement.

Still another object of the invention is to provide an occupant restraint system and kit that improve passenger organization and control by inducing occupants to remain seated and by apprising an operator as to whether all occupants are properly restrained.

An additional object of the invention is to provide such an occupant restraint system and kit that are adjustable to accommodate occupants of a wide variety of sizes.

A further object of the invention is to provide such an occupant restraint system and kit that can be mounted to an existing seat, such as a school bus seat, in a time and cost-effective manner such that it would be practicable to apply occupant restraint system and kits to a vast multitude of vehicular seats.

These and still further objects and advantages of the present invention will be readily obvious both to one who reviews this disclosure and to one who has an opportunity to make use of an embodiment of the instant invention for an occupant restraint system and kit.

Of course, one should remain mindful that the present discussion is designed merely to outline broadly the more important features and advantages of the invention to enable a better understanding of the detailed description that follows and to instill a better appreciation of the inventors' contribution to the art. Before an embodiment of the invention is explained in detail, it must be made clear that the following details of construction, descriptions of geometry, and illustrations of inventive concepts are mere examples of possible manifestations of the invention. It should also be made clear that, although the invention is primarily described in relation to a school bus seat, the occupant restraint system and kit are readily applicable to a wide variety of vehicles including trains, airplanes, and automobiles.

BRIEF DESCRIPTION OF THE DRAWINGS

In the accompanying drawings:

FIG. 1 is a view in front elevation of an occupant restraint system and kit according to the present invention shown mounted on a seat back frame;

FIG. 2 is a view in front elevation of the occupant restraint system and kit of FIG. 1 shown mounted on a fully assembled bus seat;

FIG. 3 is a view in front elevation of an alternative embodiment of the present invention for an occupant restraint system and kit;

FIG. 4 is a view in side elevation of the occupant restraint system and kit of FIG. 3;

FIG. 5 is a view in rear elevation of still another embodiment of the present invention for an occupant restraint system and kit;

FIG. 6 is a view in side elevation of the occupant restraint system and kit of FIG. 5;

FIG. 7 is a view in rear elevation of a further embodiment of the present invention for an occupant restraint system and kit;

FIG. 8 is a view in side elevation of yet another embodiment of the present invention for an occupant restraint system and kit;

FIG. 9 is a view in front elevation of still another embodiment of the invention;

FIG. 10 is a view in side elevation of an alternative shear pin arrangement according to the present invention; and

FIG. 11 is a view in side elevation of another embodiment of the present invention for an occupant restraint system and kit again shown mounted on a seat back frame.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

As is the case with many inventions, the present invention for an occupant restraint system and kit is subject to a wide variety of embodiments. However, to ensure that one skilled in the art will be able to understand and, in appropriate cases, practice the present invention, certain preferred embodiments of the broader invention revealed herein are described below and shown in the accompanying drawing figures.

Looking more particularly to the figures, an embodiment of the present invention for an occupant restraint system and kit is indicated generally at 10 in FIG. 1, where the occupant restraint system and kit 10 is shown for clarity mounted only to a seat back frame 100. Although the occupant restraint system and kit 10 is discussed primarily relative to a single bench-type seat 150 of the type found in school buses, it is imperative to note that the invention could be applied to a wide variety of seat types, vehicle types, and seating arrangements. With this, the seat back frame 100 could well be the frame of a school bus seat, a railroad seat, or any other analogous type of seat. Typically, the seat back frame 100 is substantially encased in protective padding, which is enveloped in a seat cover of vinyl or the like. In any event, one will see that the seat back frame 100 comprises a first upright member 102, a second upright member 104, an upper member 106, and a lower member 108. These members are shown in FIG. 1 to comprise cylindrical sections. However, one skilled in the art will be aware that square and other cross sections are also employed.

The occupant restraint system and kit 10 is founded on a lower anchoring assembly 12 that comprises an enveloping housing 18 with a rigid base plate 20 and a curved edge 22 that overlies the lower member 108 of the seat back frame 100. Of course, where the lower member 108 is not cylindrical, the shape of the edge 22 will be adapted to engage that other shape. The lower anchoring assembly 12 is fixed to the lower member 108 by any appropriate fastening means such as welding, clamping, or bolting with a first anchoring bolt 16 and a second anchoring bolt 17 that bolt directly into the lower member 108. Although the enveloping housing 18 is shown partially sectioned away to allow one to view the inner workings of the lower anchoring assembly 12, it is preferred that the enveloping housing 18 completely shroud the lower anchoring assembly 12 to prevent tampering and injury and to protect the mechanical elements that are retained within the enveloping housing.

Fixed to the base plate 20 of the housing 18 is a first seat belt spool 24 and a second seat belt spool 26, with each being completely independently operable relative to the other. The first and second seat belt spools 24 and 26 are of the standard spring-loaded type well known to the art wherein an elongate fabric strip of strong and durable fabric is retained on a spool that is spring biased to tend to reel the elongate strip onto the spool. The elongate strip can be extended freely against the biasing action of the spool provided this is done at less than a predetermined velocity. Where that predetermined velocity is exceeded as might happen in an impact situation or the like, a locking mechanism (i.e., a ratchet and pawl) is activated to lock the spool against further unrolling. Accordingly, one will see that the first seat belt spool 24 retains a first elongate fabric strip 28, and the second seat belt spool 26 retains a second elongate fabric strip 30.

The first and second elongate fabric strips 28 and 30 exit the enveloping housing 18 through a wide but thin guide tunnel 32 that comprises a projection from the enveloping housing 18. The first elongate fabric strip 28 ends in a distal end 34, and the second elongate fabric strip 30 ends in a distal end 36. When an entire bus seat 150 is assembled, as is shown in FIG. 2, the guide tunnel 32, and thus the first and second elongate fabric strips 28 and 30, extends between the seat bottom 152 and the seat back 154. The distal end of the guide tunnel 32 projects slightly above the seat bottom 152. With this, the guide tunnel 32 maintains the first and second elongate fabric strips 28 and 30 in a proper disposition and prevents them from tangling.

Looking again to FIG. 1, one sees that coupled to the upper member 106 of the seat back frame 100 is an upper anchoring assembly 14. Although FIG. 1 shows the upper anchoring assembly 14 in an exploded view, in practice the upper anchoring assembly anchors the distal ends 34 and 36 of the first and second elongate fabric strips 28 and 30 to the upper member 106 of the seat back frame 100. To do so, the upper anchoring assembly 14 comprises a first semi-cylindrical member 38 and a second semi-cylindrical member 40 that together sandwich the upper member 106 and are bolted thereto by bolts 42. In turn, the distal ends 34 and 36 of the first and second elongate fabric strips 28 and 30, respectively, are fixed to the upper anchoring assembly 14, and thus the upper member 106 by a first distal end fastening bolt 44 and second distal end fastening bolt 46, respectively.

Slidably retained on the first elongate fabric strip 28 is a first male buckle element 48. Similarly, a second male buckle element 50 is slidably retained on the second elongate fabric strip 30. Still further, a third male buckle element 52 is fixedly retained at a distal end of a third elongate fabric strip 54 that is shown to be non-extendably anchored to the lower anchoring assembly 12 by the first anchoring bolt 16. Of course, it is well within the scope of the present invention to provide a third elongate fabric strip 54 this is extendably and retractably retained by a seat belt spool (not shown).

A first female buckle element 56, which may be termed equally aptly a first corresponding buckle element 56, is fixedly retained at a distal end of a fourth elongate fabric strip 58 that is non-extendably anchored to the lower member 108 by a fastening assembly 60. A second female buckle element 66 is fixedly retained at a distal end of a fifth elongate fabric strip 68 that is non-extendably anchored to the lower member 108 by a fastening assembly 70. Finally, a third female buckle element 62 is adjustably retained along a sixth elongate fabric strip 64 that is non-extendably anchored to the lower anchoring assembly 12 by the second anchoring bolt 17.

Regarding the first female buckle element, one will note that each of the female buckle elements 56, 66, and 62 has an enlarged release button 78 for releasing the female buckle element 56, 66, or 62 from its respective male buckle element 48, 50, and 52. Like the guide tunnel 32, the first female buckle element 56 and the second female buckle element 66 project slightly above the seat bottom 152. The fourth and fifth elongate fabric strips 58 and 68 may be enclosed in a flexible plastic sheath 72 as is the fifth elongate fabric strip 68 so that they tend to maintain a desired position, or they may be non-sheathed as is the fourth elongate fabric strip 58.

With particular reference to the first male buckle element 48, the astute observer will realize that each of the first, second, and third male buckle elements 48, 50, and 52 has a male projection 74 extending therefrom. One will further notice that each male projection 74 has a cutout 76 therein for receiving a corresponding spring-biased locking element (not shown) %within its respective female buckle element 56, 66, or 62, respectively. Most advantageously, the cutout 76 of each buckle element 48, 50, and 52 is unique relative to the other buckle elements 48, 50, and 52. As a result, the first male buckle element 48 will engage only the first female buckle element 56, the second male buckle element 50 will engage only the second female buckle element 66, and the third male buckle element 52 will engage only the third female buckle element 62. With this, confusion regarding which buckle assembly belongs to which occupant is eliminated, and added safety is gained by ensuring that each occupant will have an available buckle assembly.

A fully assembled bus seat 150 with the occupant restraint system and kit 10 fixed thereto and prepared for use is shown in FIG. 2. One will note that when the bus seat 150 is assembled in this embodiment, the first and second elongate fabric strips 28 and 30 pass through a slot 156 is the seat back 154 to attach to the upper anchoring assembly 14.

Under this arrangement, three occupants can be restrained on the bus seat 150. The outer two occupants, who arguably need protection against lateral and similar movement most, enjoy a three-point restraint. A first occupant can be restrained adjacent a first end of the bus seat 150 by sliding the first male buckle element 48 along the first elongate fabric strip 28 to an appropriate height based on the height and girth of the occupant, drawing the first male buckle element 48 toward the first female buckle element 56 by pulling a sufficient length of the first elongate fabric strip 28 from within the enveloping housing 18, adjusting the position of the first male buckling element 48 along the first elongate fabric strip 28 as is necessary, and inserting the male projection 74 of the first male buckling element 48 into the first female buckling element 56.

A second occupant can be retained adjacent to a second end of the bus seat 150 by similarly operating the second elongate fabric strip 28, the second male buckling element 50, and the second female buckling element 66. Finally, a third occupant can be restrained in a middle of the bus seat 150 by an occupant's adjusting the position of the third female buckling element 62 along the sixth elongate fabric strip 64 to suit the occupant's size and then inserting the male projection 74 of the third male buckling element 52 into the third female buckling element 62.

The occupant restraint system and kit 10 could further include a sensor for detecting whether the first, second, and third male and female buckling elements 48, 50, and 52 and 56, 66, and 62, respectively are coupled together. There could further be included a sensor for detecting whether a given seat is occupied, which could be caused to trigger the sensor for detecting whether the first, second, and third male and female buckling elements 48, 50, and 52 and 56, 66, and 62, respectively, are coupled together. The sensor for detecting whether a given seat is occupied could comprise a means for detecting weight applied to the seat bottom 152 (see FIG. 2), which would indicate occupancy, or a means for detecting a rise in seat temperature, which would also indicate occupancy. Still further, there could be a means for alerting an operator (i.e., a bus driver) as to whether all occupied seats are appropriately buckled. Each of these sensors and means are well known to those skilled in the art.

FIGS. 3 and 4 depict an alternative embodiment of the invention wherein the occupant restraint system and kit 10 is adapted for providing three point restraint for two occupants. The occupant restraint system and kit 10 is similar in structure and operation to the first described embodiment but deviates therefrom first in that the first and second female buckling members 56 and 66 are attached outboard of the seat bottom 152 and second regarding the upper anchoring assembly 14. In this embodiment, instead of being embedded within the seat back 154, the upper anchoring assembly 14 is a U-shaped member that sandwiches and frictionally engages the upper portion of the seat back 154 with a first leg of the U extending downwardly along the back of the seat back 154, the base of the U engaging the upper edge of the seat back 154, and a second leg of the U extending downwardly along the front of the seat back 154.

To protect occupants in the event of collision with the upper anchoring assembly 14, it is substantially encased in resiliently compressible material such as foam. The distal ends 34 and 36 of the first and second elongate fabric strips 28 and 30 are adjustably coupled to the second leg of the upper anchoring assembly 14, which second leg comprises an adjusting plate 82 by first and second adjustable connectors 84 and 86. In this embodiment, installation is certainly simplified, and operation is different only in that the occupant has the ability of adjusting the height of the upper restraint point by adjusting the height of the first or second adjustable connectors 84 and 86, respectively.

FIGS. 5 and 6 show yet another embodiment of the invention. In this embodiment, the lower anchoring assembly 12 is again fixed to the lower member 108 of the seat back frame 100, and first and second seat belt spools 24 and 26 are rotatably coupled to the lower anchoring assembly 12. In this embodiment, however, the occupant restraint system and kit 10 is reinforced by a spine 88, which comprises an elongate H-channel, C-channel, or cylinder of metal, such as steel. Although the spine 88 is depicted toward a middle portion of the seat, it may be preferable to dispose the spine 88 adjacent to an end of the seat to reduce stress on the upper member 106. Should it be deemed necessary to shore up the upper member 106 or the occupant restraint system and kit 10 in general, one could provide an angularly disposed reinforcement bar 77, which may be welded or bolted in place, as is shown in FIG. 1.

The upper end of the spine 88 is coupled to the upper member 106 by bolting or welding and is further fixed to the upper member 106 by a reinforcing plate 90 that is bolted as is shown in FIG. 6 or welded as is shown in FIG. 5 to both the upper member 106 and the spine 88. The first and second elongate fabric strips 28 and 30 pass through first and second D-rings 92 and 94 that are fixed to the reinforcing plate 90 so that a user can draw the first and second male buckling elements 48 and 50 toward the first and second female buckling elements 56 and 66.

The first and second buckling elements 48 and 50 can be fixed to the distal ends of the first and second elongate fabric strips 28 and 30 as is shown relative to the first elongate fabric strips 28 whereby only the upper torso of the occupant will be restrained, or the first and second buckling elements 48 and 50 can be slidably coupled to the first and second elongate fabric strips 28 an 30 with the distal end of the first and second elongate fabric strips 28 and 30 fixed to the lower member 108 as is shown relative to the second elongate fabric strip 30 whereby an occupant will enjoy a three point restraint as would be enabled in the embodiment of FIG. 1.

One will further note that a third seat belt spool 19 is provided with a third male buckle element 52. Advantageously, the third male buckle element 52 is of a type that not only provides a male projection 74, but it also provides a female receptor, which is also indicated at 52. With this, the third male buckle element 52 can be inserted into the second female buckle element 56 to provide a two point restraint, and, if desired, the first male buckle element 48 can be drawn downward and inserted into the third male buckle element 52 to create a still more unique three point restraint.

One skilled in the art will realize that the bottom of the spine 88 must be joined to the lower anchoring assembly 12 in a manner that will allow the spine 88 to move forward with the remainder of the seat back frame 100 in response to the application of a specific force (i.e., 2,400 pounds) in the forward direction indicated by the arrow in FIG. 6 applied to the rear of the seat back frame 100. To accomplish such a coupling, the embodiment of FIGS. 5 and 6 employs an energy absorbing means in the form of a horizontal sheer pin system wherein an upper pin 98 and a lower pin 96 pass through first and second panels 21 and 23 that extend from the base plate 18 of the lower anchoring assembly 12 and through the base of the spine 88, which is disposed between the first and second panels 21 and 23.

During normal operation, the upper pin 98, which may be crafted from an aluminum alloy, and the lower pin 96, which may comprise a steel bolt, retain the base of the spine 88 adjacent to the base plate 18. However, when a sufficient forward force is applied to the rear of the seat back frame 100, the upper pin 98 will snap thereby allowing the spine 88 to rotate about the lower pin 96, which acts as a fixed axis bolt 96. An alternative axis bolt 96 could comprise a hinge mechanism (not shown). With this, the spine 88 will give way and move forward along with the remainder of the seat back frame 100. Further preventing the spine 88 from moving forward is a tether 85, which may comprise a steel reinforced cable, that is coupled at a first end to the first upright member 102 and at a second end to the second upright member 104. The body portion of the tether 85 passes in front of the spine 88 but behind the first and second elongate fabric strips 28 and 30.

One will note that the embodiment of FIG. 6 is slightly varied from that of FIG. 5 in that in FIG. 6, a third pin 35, which in this case happens to be disposed between the upper and lower pins 98 and 96, also passes through the spine 88 and the first and second panels 21 and 23. However, the third pin 35 is received in slots 37 in the first and second panels 21 and 23. With this, in an impact situation, the upper pin 98 could shear thereby allowing the spine to move a given amount as the third pin 35 travels within the slots 37. When the third pin 35 reaches an end of the slots 37, the third pin 35 will offer resistance to further movement of the spine 88. The third pin 35 could be designed to shear at a given force or designed to prevent any further movement of the spine 88. In light of the invention's provision of the slots 37 in the first and second panels 21 and 23, one will appreciate that it is well within the scope of the invention to provide slots (not shown) relative to the upper or lower pins 98 or 96 to allow the spine 88 to move freely a given amount as would be desirable with an adjustable seat or the like.

FIG. 10 shows still another manifestation of the shear pin concept. In this embodiment, the upper and lower pins 98 and 96 are oriented generally codirectionally with the expected axis of rotation of the spine 88 in response to an application of force from the rear of the seat back 100. In this case, the lower pin 96 again acts as the axis of rotation and is designed not to shear. However, the upper pin 98 is designed to shear under tension resulting from the forwardly applied force. To accomplish this, the upper pin could be crafted from any appropriate material, such as nylon, that will shear at a predetermined force.

It should be clear, however, that other energy absorbing means are possible under the present invention. For example, looking to FIG. 11, one sees an occupant restraint system and kit 10 wherein the energy absorbing means comprises a resiliently compressible member 101. In this case, the resiliently compressible member 101 is in the form of a helical compression spring, also indicated at 101. A first end of the helical compression spring 101 is disposed in contact with the forward surface of the spine 88 while a second end of the helical compression spring 101 is disposed in contact with a backing member 103. Of course, although the backing member 103 is shown as a separate element in this preferred embodiment, it should be clear that other structures could be employed as backing members, including portions of the seat back 100 and other structural elements.

In any event, under this arrangement the helical compression spring 101 would tend to resist forward movement of the spine 88 and the seat back 100 during an impact situation. Advantageously, the spring constant could be selected depending on a number of factors including the type of seat, the type of occupants, and the type of vehicle. Of course, other resiliently compressible members would be readily obvious to one skilled in the art. For example, one could readily employ a piston, a member of resiliently compressible rubber or the like, or any other member that would resist forward movement of the spine 88 and, thus, the seat back 100 in a resiliently compressible manner. One will note that the occupant restraint system and kit 10 of FIG. 11 is shown for clarity devoid of any seat belt spool. In practice, of course, at least one seat belt spool would be necessary.

FIG. 7 shows yet another embodiment of the invention wherein a second spine 89, which is similarly equipped as spine 88, is provided for supporting a third elongate fabric strip 54, which retains a third male buckling element 52. A third female buckling element 62 is further provided for engaging the third male buckling element 52 to allow the occupant restraint system and kit 10 to restrain three occupants. Of course, the first, second, and third elongate fabric strips 28, 30, and 54 of the occupant restraint system and kit 10 of FIG. 7 could alternatively be arranged as shown in FIG. 1, or the occupant restraint system and kit 10 of FIG. 7 could be supplemented by three lap belt arrangements as designed for restraining the third occupant in the embodiment of FIG. 1.

FIG. 8 shows an embodiment of the invention that again incorporates the spine 88. Again, the upper end of the spine 88 is retained by the upper anchoring assembly 14, and the lower end of the spine 88 is retained by the lower anchoring assembly 12. However, instead of employing the upper and lower pins 98 and 96 for retaining the lower end of the spine 88 during normal operation but allowing the spine to give way under impact conditions, the embodiment of FIG. 8 employs a length of C-channel 93, which may be formed from a metal such as steel, for acting as a means for cupping the lower end of the spine 88. As such, a base 91 of the C-channel 93 provides support for the spine 88, a forward wall 95 of the C-channel 93 prevents the lower end of the spine 88 from sliding too far forward, and the rear wall 97 of the C-channel 93 prevents the lower end of the spine 88 from sliding too far rearward. Advantageously, the C-channel 93 allows the spine 88 to move forward with the seat back frame 100 when sufficient force is applied thereto.

To prevent the spine 88 from lifting out of the C-channel 93, it would be advantageous to provide a means for preventing the first end of the spine 88 from lifting out of the C-channel 93. In one embodiment, a tether 99, which may comprise a reinforced steel cable or a rigid pin, has a first end fixed to the forward wall 95, a second end fixed to the rear wall 97, and a body portion that passes through an aperture in the spine 88. With this, the lower end of the spine 88 can slide along the base 91 of the C-channel, but the spine 88 cannot lift out of the C-channel. Alternatively or additionally, there may be provided a coupling strap 87, which may comprise a strip of flexible material such as durable fabric, with a first end fastened as by bolting to the spine 88 and a second end fastened as by bolting to the seat bottom 152.

Yet another embodiment of the invention is shown in FIG. 9. There, the occupant restraint system and kit 10 is attached to a first seat frame 100 a and a second seat frame 100 b (as could each of the previously-described embodiments). The first and second seat frames 100 a and 100 b certainly could be embodiments of a wide variety of seats, including airplane and coach seats as used in trains, railway cars, and luxury buses. In this embodiment, the occupant restraint system and kit 10 can be readily attached to a vehicle seat or a multiplicity of vehicle seats to provide one or more two-point occupant restraint system and kits 10. In FIG. 9, three occupants can be restrained by the use of a first seat belt spool 24, a second seat belt spool 26, and a third seat belt spool 19. A first elongate fabric strap 28 with a first male buckle element 48 is spooled about the first seat belt spool 24, a second elongate fabric strap 30 with a second male buckle element 50 is spooled about the second seat belt spool 26, and a third elongate fabric strap 54 with a third male buckle element 52 is spooled about the third seat belt spool 19.

The base plate 20 provides support and ready attachment for the first, second, and third spools 24, 26, and 19 and a sixth elongate flexible strap 64, which has a third female buckle element 62 disposed at the distal end thereof. First and second female buckle elements 56 and 66 are coupled to distal ends of the fourth elongate flexible strap 58 and the fifth elongate flexible strap 68, respectively, which are coupled to the lower members 108 a and 108 b, respectively. Of course, all of the occupant restraint system and kit's 10 elements could be mounted on a single base plate 20, and those elements mounted to the base plate 20 could be shielded by the enveloping housing 18, which has been nearly completely sectioned away. With this, three occupants can be safely restrained on the first and second seat frames 100 a and 100 b.

In light of the foregoing, a number of advantages of the present invention relative to the prior art will be readily obvious both to one who has reviewed the present disclosure and to one who has an opportunity to make use of an embodiment of the present invention. It will also be clear that the present invention has been shown and described with reference to certain preferred embodiments that merely exemplify the broader invention revealed herein. Certainly, those skilled in the art can conceive of alternative embodiments. For instance, those with the major features of the invention in mind could craft embodiments that incorporate those major features while not incorporating all of the features included in the preferred embodiments.

With the foregoing in mind, the following claims are intended to define the scope of protection to be afforded the inventor, and the claims shall be deemed to include equivalent constructions insofar as they do not depart from the spirit and scope of the present invention. A plurality of the following claims express certain elements as a means for performing a specific function, at times without the recital of structure or material. As the law demands, these claims shall be construed to cover not only the corresponding structure and material expressly described in the specification but also equivalents thereof. 

We claim as deserving the protection of United States Letters Patent:
 1. A kit for retrofitting a vehicular seat with an occupant restraint system demonstrating compartmentalization wherein the vehicular seat comprises a seat frame with a seat bottom frame and a seat back frame wherein the seat back frame is constructed to pivot about a pivot axis in response to the application of a given amount of force thereto in a forward direction, the kit comprising: a rigid spine with a first end adapted to be disposed adjacent to a rigid lower member of a seat back frame and a second end adapted to be fixed relative to a rigid upper member of a seat back frame; an upper anchoring assembly; a means for fixing the upper anchoring assembly adjacent to the second end of the rigid spine; a lower anchoring assembly; a means for fixing the lower anchoring assembly adjacent to the first end of the rigid spine; a first elongate, flexible member with a body portion; a means for coupling the elongate, flexible member to the upper anchoring assembly at a point of coupling; a means for coupling the elongate, flexible member to the lower anchoring assembly at a point of coupling; a first buckle element coupled to the first elongate flexible member; a first corresponding buckle element adapted to be coupled to a vehicle seat for buckling to the first buckle element; an axis member for acting as a pivot axis for the rigid spine; a means for mounting the axis member adjacent to the first end of the rigid spine so that the rigid spine can pivot about the axis member; and an energy absorbing means for being operably associated with the rigid spine to resist pivoting of the rigid spine until a force sufficient to overcome the energy absorbing means is applied in a forward direction to a seat back and the spine whereupon the energy absorbing means allows the spine to pivot about the axis member.
 2. The kit of claim 1 wherein the energy absorbing means comprises a shear pin for passing through an aperture in the rigid spine at a given distance from the axis member whereby the shear pin prevents rotation of the rigid spine until a given force is applied to the rigid spine whereupon the shear pin shears to allow the rigid spine to rotate about the axis member.
 3. The kit of claim 1 wherein the energy absorbing means comprises a resiliently compressible member for being interposed between the rigid spine and a backing member.
 4. The kit of claim 3 wherein the energy absorbing means comprises a helical spring.
 5. The kit of claim 1 further comprising: a second elongate flexible member with a body portion for being extendably and rectractably retained by the lower anchoring assembly; a means for coupling a portion of the second elongate flexible member to the upper anchoring assembly whereby the body portion of the second elongate flexible member can traverse a seat back from a lower edge to an upper edge; a second buckle element coupled to the body portion of the second elongate flexible member; a second corresponding buckle element for buckling to the first buckle element and adapted to be coupled to a vehicle seat; whereby, when the first anchoring assembly, the second anchoring assembly, and the second buckle element are coupled to a vehicle seat, an occupant can be restrained by the first elongate flexible member at three restraining points with a first restraining point comprising the lower anchoring assembly, a second restraining point comprising the upper anchoring assembly, and a third restraining point comprising the coupling of the second buckle element to the second corresponding buckle element.
 6. The kit of claim 5 further comprising a third elongate flexible member with a proximal end for being retained by the lower anchoring assembly, a fourth elongate flexible member with a proximal end for being retained by the lower anchoring assembly, a third buckle element retained at a distal end of the third elongate flexible member, and a third corresponding buckle element retained at a distal end of the fourth elongate flexible member.
 7. The kit of claim 1 wherein the upper anchoring assembly comprises a U-shaped member adapted to straddle an upper edge of a seat back with a first leg of the U extending downwardly along a back of a seat back, the base of the U engaging the upper edge of a seat back, and a second leg of the U extending downwardly along a front of a seat back.
 8. The kit of claim 7 wherein the second leg of the upper anchoring assembly includes an adjusting plate with a means for adjustably retaining the portion of the first elongate flexible member that is coupled to the upper anchoring assembly whereby the relative distance between the lower anchoring assembly and the portion of the first elongate flexible member that is attached to the upper anchoring assembly can be selectively varied to accommodate an occupant's size.
 9. The kit of claim 1 further comprising a means for cupping the first end of the rigid spine.
 10. The kit of claim 9 wherein the means for cupping the first end of the rigid spine comprises a member with a C-shaped profile wherein a forward wall the C-shaped profile prevents the first end of the spine from sliding too far in a first direction, a rear wall of the C-shaped profile prevents the first end of the spine from sliding too far in a second direction, and a base of the C-shaped profile supports the first end of the spine.
 11. The kit of claim 10 further comprising a means for preventing the first end of the spine from lifting out of the C-shaped profile.
 12. The kit of claim 11 wherein the means for preventing the first end of the spine from lifting out of the C-shaped profile comprises a tether with a portion fixed to the member with a C-shaped profile and a portion fixed to the rigid spine.
 13. The kit of claim 12 wherein the tether has a first end fixed to the forward wall of the member with a C-shaped profile, a second end fixed to the rear wall of the member with a C-shaped profile, and a body portion that passes through an aperture in the rigid spine.
 14. The kit of claim 11 wherein the means for preventing the first end of the rigid spine from lifting out of the C-shaped profile comprises a coupling strap with a first end fastened to the rigid spine and a second end adapted to be fastened to a seat frame.
 15. The kit of claim 1 further comprising a rigid second spine adapted to traverse from a lower edge of a seat back to an upper edge of a seat back and further comprising a third anchoring assembly adapted to anchor a first end of the second spine adjacent to a lower edge of a seat back and a fourth anchoring assembly adapted to anchor a second end of the second spine adjacent to an upper edge of a seat back.
 16. The kit of claim 1 further comprising an elongate tether for supplementing the energy absorbing means in resisting pivoting of the rigid spine by being disposed forward of the spine traversing from a first lateral edge of a seat back to a second lateral edge of a seat back.
 17. The kit of claim 1 further comprising a vehicular seat.
 18. The kit of claim 17 wherein the vehicular seat comprises a bus seat.
 19. The kit of claim 17 wherein the vehicular seat comprises a train seat.
 20. The kit of claim 17 wherein the vehicular seat comprises an airplane seat.
 21. The kit of claim 17 wherein the vehicular seat is mounted on tracks for slidability.
 22. A kit for fitting a vehicular seat with an occupant restraint system demonstrating compartmentalization wherein the vehicular seat comprises a seat frame with a seat bottom frame and a seat back frame wherein the seat back frame is constructed to pivot about a pivot axis in response to the application of a given amount of force thereto, the kit comprising: an upper anchoring assembly with a means for fixing the upper anchoring assembly adjacent to an upper portion of a seat back frame; a lower anchoring assembly with a means for fixing the lower anchoring assembly adjacent to a lower portion of a seat back frame; a first elongate, flexible member with a body portion; a means for coupling the elongate, flexible member to the upper anchoring assembly at a point of coupling; a means for coupling the elongate, flexible member to the lower anchoring assembly at a point of coupling; a first buckle element coupled to the first elongate flexible member; and a first corresponding buckle element for being coupled to a the vehicle seat for buckling to the first buckle element.
 23. The kit of claim 22 further comprising a unitary base plate for being mounted to a vehicular seat and wherein the means for coupling the means for coupling the elongate, flexible member to the lower anchoring assembly comprises a spool fixed to the unitary base plate.
 24. The kit of claim 23 further comprising a second elongate, flexible strap with a proximal end coupled to the unitary base plate by a spool fixed to the unitary base plate.
 25. The kit of claim 24 further comprising a third elongate, flexible strap extendably and retractably coupled to the unitary base plate by a spool, a third buckle element coupled to a distal end of the third elongate flexible strap, a fourth elongate flexible strap with a proximal end coupled to the unitary base plate, and a fourth buckle element coupled to a distal end of the second elongate flexible strap for coupling with the third buckle element.
 26. The kit of claim 22 further comprising: a second elongate, flexible member with a body portion extendably and rectractably retained on the lower anchoring assembly; a means for coupling a portion of the second elongate, flexible member to the upper anchoring assembly whereby the body portion of the second elongate flexible member can traverse a seat back frame from the lower edge to the upper edge; a second buckle element coupled to the body portion of the second elongate flexible member; a second corresponding buckle element for buckling to the first buckle element and adapted to be coupled to a vehicle seat; whereby, when the first anchoring assembly, the second anchoring assembly, and the second buckle element are coupled to a vehicular seat, an occupant can be restrained by the first elongate flexible member at three restraining points with a first restraining point comprising the lower anchoring assembly, a second restraining point comprising the upper anchoring assembly, and a third restraining point comprising the coupling of the second buckle element to the second corresponding buckle element.
 27. The kit of claim 26 further comprising a third elongate, flexible member with a proximal end for being retained by the lower anchoring assembly, a fourth elongate, flexible member with a proximal end for being retained by the lower anchoring assembly, a third buckle element retained at a distal end of the third elongate, flexible member, and a third corresponding buckle element retained at a distal end of the fourth elongate, flexible member whereby a third occupant can be restrained at two restraining points with a first restraining point comprising the proximal end of the third elongate, flexible member and a second restraining point comprising the proximal end of the fourth elongate, flexible member.
 28. The kit of claim 22 wherein the upper anchoring assembly comprises a U-shaped member adapted to overly an upper edge of a seat back with a first leg of the U adapted to extend downwardly along a back of a seat back, the base of the U adapted to engage an upper edge of a seat back, and a second leg of the U adapted to extend downwardly along a front of a the seat back.
 29. The kit of claim 28 wherein the second leg of the upper anchoring assembly comprises an adjusting plate with a means for adjustably retaining the portion of the first elongate, flexible member that is coupled to the upper anchoring assembly whereby the relative distance between the lower anchoring assembly and the portion of the first elongate flexible member that is attached to the upper anchoring assembly can be selectively varied to accommodate an occupant's size.
 30. The kit of claim 22 further comprising a rigid spine with a first end adapted to be disposed adjacent to a rigid lower member of a seat back frame adjacent to the lower anchoring assembly and a second end adapted to be fixed relative to a rigid upper member of a seat back frame adjacent to the upper anchoring assembly.
 31. The kit of claim 30 wherein the first end of the spine is adapted to be retained adjacent to a lower edge of a seat back by an axis member adapted to pivotably couple the first end of the spine to a vehicular seat.
 32. The kit of claim 31 further comprising an energy absorbing means for being operably associated with the rigid spine to resist pivoting of the rigid spine until a force sufficient to overcome the energy absorbing means is applied in a forward direction to a seat back and the spine whereupon the energy absorbing means allows the spine to pivot about the axis member.
 33. The kit of claim 32 wherein the energy absorbing means comprises a shear pin for passing through an aperture in the rigid spine at a given distance from the axis member whereby the shear pin prevents rotation of the rigid spine until a given force is applied to the rigid spine whereupon the shear pin shears to allow the rigid spine to rotate about the axis member.
 34. The kit of claim 33 wherein the energy absorbing means comprises a resiliently compressible member for being interposed between the rigid spine and a backing member.
 35. The kit of claim 34 wherein the energy absorbing means comprises a helical spring.
 36. The kit of claim 30 wherein a first end of the rigid spine is adapted to be retained adjacent to a the lower edge of a the seat back by a means for cupping the first end of the rigid spine comprising a member with a C-shaped profile wherein a forward wall the C-shaped profile prevents the first end of the spine from sliding too far in a first direction, a rear wall of the C-shaped profile prevents the first end of the spine from sliding too far in a second direction, and a base of the C-shaped profile supports the first end of the spine.
 37. The occupant restraint system and kit of claim 36 further comprising a means for preventing the first end of the spine from lifting out of the C-shaped profile. 